|Publication number||US7305292 B2|
|Application number||US 11/101,810|
|Publication date||Dec 4, 2007|
|Filing date||Apr 8, 2005|
|Priority date||Apr 8, 2004|
|Also published as||DE102004017385A1, US20050228565|
|Publication number||101810, 11101810, US 7305292 B2, US 7305292B2, US-B2-7305292, US7305292 B2, US7305292B2|
|Inventors||Herbert Lohner, Ansgar Traechtler, Sylvia Futterer, Armin Verhagen, Karlheinz Frese, Manfred Gerdes, Martin Sackmann, Dietmar Martini|
|Original Assignee||Robert Bosch Gmbh|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (22), Referenced by (9), Classifications (31), Legal Events (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
The present invention relates to a vehicle dynamics control system.
Vehicle dynamics control systems, such as the ESP (electronic stability program), are used to improve the controllability of motor vehicles in critical driving situations, e.g., during oversteering when cornering, and to stabilize the vehicle. Known vehicle dynamics control systems include a control unit which includes a control algorithm for executing a float angle regulation and/or a yaw speed regulation, as well as a series of sensors which provide measured values about the vehicle's current driving state. Different setpoint variables are calculated from the driver inputs, in particular the steering wheel position, the accelerator pedal position, and the brake operation. If the deviation of the vehicle's actual behavior from its setpoint behavior is too great, the vehicle dynamics control system intervenes in the driving operation and creates a compensating yaw moment which counters the vehicle's yaw motion. For this purpose, the vehicle dynamics control system normally uses the vehicle brakes and/or the engine management as actuators.
In addition to a vehicle dynamics control system, modern vehicles oftentimes also include other systems which may also intervene in the driving operation for the purpose of vehicle stabilization, such as an active steering system AFS (active front steering), an active chassis ARC (active roll compensation), or a system for actively influencing the tire properties. Such systems are referred to in the following as “vehicle stability systems.” They normally include their own control electronics (control unit) and their own actuators, such as a steering actuator, via which the steering angle may be adjusted, an active spring-and-shock-absorber unit for influencing the tire contact forces, or other actuators via which the vehicle's handling properties may be influenced.
The mentioned vehicle stability systems also determine different setpoint values of driving state variables, such as a setpoint yaw rate or a setpoint float angle, and calculate from the deviation a necessary stabilizing intervention, such as a change in the steering angle or a change in the wheel contact force on predefined wheels. The calculated values are implemented via the appropriate actuators and influence the vehicle's handling properties. Since the vehicle dynamics control system ESP as well as the other vehicle stability systems (e.g., AFS, ARC) execute stabilizing interventions, it is possible for the systems to constrain or block one another.
The driving state is recorded by different sensors which are combined here in a block 11. The corresponding sensor signals are supplied as actual values to algorithms 4-6 of control systems AFS, ESP, ARC.
Such a parallel controller structure has the disadvantage that multiple control algorithms 4-6 are present, at least partially. This is an expensive proposition since, in addition to the control algorithms, the necessary security software must also be implemented several times. Moreover, individual control systems AFS, ESP, ARC may pursue different control targets, thereby constraining or blocking one another.
Therefore, it is the object of the present invention to create a method and a device for stabilizing a vehicle in critical driving situations which have a particularly simple design and operate reliably.
The object of the present invention is achieved by the features specified in Claim 1 and Claim 8. Further embodiments of the present invention are the object of the subclaims.
A fundamental aspect of the present invention is to create an advanced vehicle dynamics control system (VDM) which, in addition to the brake system and the engine management, is able to also address other actuators, and to provide this system with only one single control algorithm which generates one controller output variable (e.g., a yaw moment) from which an actuating request for an actuator (i.e., the brake system or the engine management) of the vehicle dynamics control system as well as for an actuator (e.g., a steering actuator or an active spring-and-shock-absorber unit) of at least one additional vehicle stability system is derived. This has the substantial advantage that only one central control algorithm is present, and its controller output variable is implemented by one or multiple actuators. Such a central control is particularly easily implementable and particularly safe and reliable.
The appropriate control algorithm may be implemented, for example, in the control unit of the vehicle dynamics control system (e.g., ESP). The previously present vehicle dynamics control algorithm (ESP) needs to be only marginally retrofitted and adjusted for this purpose. No separate stability control is to be carried out in the additional vehicle stability systems, such as AFS or ARC.
The control algorithm of the advanced vehicle dynamics control system (VDM) preferably includes a distribution unit which generates from a controller output variable an actuating request for an actuator (i.e., the brake system or the engine management) of the vehicle dynamics control system as well as an actuating request for an actuator of an additional vehicle stability system.
The vehicle stability system may include, for example, an active steering system (AFS), an active chassis system (ARC), and/or another system which, for vehicle stabilization purposes, may actively intervene in the driving operation.
The control algorithm preferably includes a yaw rate controller; in this case, the controller output variable would be a yaw moment or a variable proportional thereto.
According to a preferred embodiment of the present invention, the distribution unit is implemented in such a way that an actuating request for a first actuator (e.g., an active spring-and-shock-absorber unit) is derived from the controller output variable, and that a residual value of the controller output variable is determined from the controller output variable and the actuating request actually implementable by the actuator, and that an actuating request for a second actuator (e.g., a steering actuator) is generated from the residual value. This means that the part of the control intervention which cannot be implemented by the first actuator (e.g., an active spring-and-shock-absorber unit) is implemented by a second actuator (e.g., an active steering system or an active brake system) or by additional actuators if needed.
Regarding the explanation of
Reference numeral 4 d indicates an “observer,” reference numeral 5 d indicates a unit for the setpoint value calculation which determines a setpoint yaw rate in particular, and reference numeral 6 d indicates a state controller whose controller output variable ΔMGiSo is a yaw moment or a variable proportional thereto.
The control algorithm also includes a distribution unit 9 which converts controller output variable ΔMGiSo into different actuating requests ΔFNstab, δstab, Mstab, where ΔFNstab is a change in the wheel contact force, δstab is a superimposed steering angle, and Pwheelsetpoint is a brake force. The individual actuating requests are transferred to control units 1, 3 of active steering system AFS, active chassis ARC, and the electronics of an active brake system 8 b via interfaces 7 a-7 c. Control units 1, 2 subsequently control corresponding actuators 8 a, 8 c. The modified actual state of vehicle 10 is recorded via a sensor 11.
Unlike known vehicle dynamics control algorithms (e.g., ESP), this advanced system VDM may address one or multiple different actuators 8 without coming into conflict with other systems. The vehicle's handling properties may be influenced by controlling steering actuator 8 a or an active spring-and-shock-absorber unit 8 c.
Since the additional stability systems (AFS, ARC, etc.) influence the vehicle's handling properties, information about the state of these actuators 8, such as information about the actual steering angle or information about the calibration of spring-and-shock-absorber unit 8 c, must be supplied to control algorithm 4 d-6 d. Vehicle dynamics control algorithm 4 d-6 d would otherwise carry out the control on the basis of wrong parameters (e.g., only based on the steering wheel angle, but not based on the steering angle at the wheel), which may result in erroneous brake and engine interventions.
The configuration and the function of such a vehicle dynamics controller are widely known from the related art so that only the essential functions and in particular the differences with respect to known controllers are discussed in the following. The actual values of the regulated state variables (yaw speed, float angle) are determined in “observer” 4. The setpoint values of the state variables are calculated in a unit 5 for the setpoint value calculation.
Superimposed controller 6 carries out a yaw speed and/or float angle regulation in a known manner and generates a controller output variable ΔMGiSo in the form of a yaw moment or a variable proportional thereto. Part of controller output variable ΔMGiSo is converted into a setpoint slip λSo and supplied to subordinate brake and drive slip controller 14. Setpoint slip λSo, calculated for the individual wheels, is converted into corresponding instructions Pwheelsetpoint, MSoMot for the actuators “brake hydraulics” 18 a and “engine management” 18 b which adjust the required brake and drive forces on the individual wheels. Another part of controller output variable ΔMGiSo, is converted into moments ΔMzx which are implemented by actuators 18 c-18 e of additional subsystems (AFS, SRC, etc.). The distribution of controller output variable ΔMGiSo to individual subsystems 1, 3, 15-18 e may basically be adjusted in any way, depending on how forceful the intervention of the individual subsystems should be. The vehicle dynamics control system is designed in such a way that the control intervention may be implemented by one or multiple subsystems 18 a-18 e.
In this case, the subsystems include an active steering system AFS having a control unit 1 and a steering actuator 18 e, an active chassis having a control unit 3 and an actuator 18 d, a further optional subsystem having a control unit 17 and an associated actuator 18 c, an engine management having a control unit (Motronic) 16 and an actuator 18 b, and a brake system having electronics 15 and brake hydraulics 18 a as actuators.
Unlike known vehicle dynamics control systems, the vehicle dynamics controller includes a function block 9 a-9 e which is used to distribute controller output variable ΔMGiSo to subsystems 1, 3, 15-18 e. For this purpose, block 9 a initially generates partial variables ΔMzx from controller output variable ΔMGiSo, partial variables ΔMzx being implemented by actuators 18 a-18 c of subsystems AFS, ESP, ARC, etc. Partial variables ΔMzx are calculated by units 9 b-9 e into corresponding actuating requests, such as a change in wheel contact force ΔFNstab for a wheel, a superimposed steering angle δstab, a steering torque Mstab, or another control value ΔX for another optional subsystem 17, 18 c.
Individual actuating requests Pwheelsetpoint, MSoMot, ΔX, ΔFNstab, δstab, Mstab are supplied to control units 1, 3, 17 and control electronics 15, 16 via predefined interfaces (not shown). Actuating requests Pwheelsetpoint, MSoMot, ΔX, ΔFNstab, δstab, Mstab are subsequently converted into corresponding electrical control signals for individual actuators 18 a-18 e.
Necessary control intervention ΔMGiSo may basically be distributed in any way to the different subsystems 1, 3, 15-18 e. However, a larger part of the overall control intervention is preferably assigned to individual systems, such as an active suspension ARC, than to other systems.
Value ΔFNstab is conveyed to active suspension 3 where a corresponding control intervention is effected. The part of controller output variable ΔMGiSo which is not able to be implemented by active chassis 3 is determined as a residual value ΔMGiSo
Residual value ΔMGiSo
A residual value ΔMGiSo
The distribution of controller output variable ΔMGiSo is illustrated here as an example for only three different subsystems 1, 3, 15. The control intervention may basically be distributed to any number of subsystems in any sequence.
Another embodiment of a distribution unit 9 may be implemented, for example, in such a way that controller output variable ΔMGiSo is supplied to multiple subsystems 1, 3, 15-18 e and implemented in a weighted manner. Depending on the preference, subsystems 1, 3, 15-18 e may take on different portions, e.g., 60% by the active suspension ARC, 30% by the active steering system AFS, and 10% by brake system 15.
Filtered steering angle δToZo is finally scaled using a unit 24, whereby the superimposed steering angle, i.e., steering angle change δstab to be set, is maintained. The scaling is in turn dependent on friction factor μ which is incorporated in scaling function 24 via a characteristic curve 26.
The sensors include redundantly embodied yaw speed and transverse acceleration sensors 27, a steering wheel angle sensor 28, and a steering angle sensor 29, as well as additional optional sensors 30. Actuating requests ΔFNstab, δstab, Δλ for active steering system AFS 1, active chassis ARC 3, and possibly additional subsystems 17 generated by VDM control unit 2 are preferably conveyed via bus 19, since this bus is typically less overloaded and carries fewer interference signals than power train CAN 20.
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|U.S. Classification||701/41, 303/140, 701/48, 701/72, 303/146, 701/70, 701/38, 701/71|
|International Classification||B60W30/02, B60W30/00, B60T8/58, B60T8/1755, B62D6/00, B60W10/18, B60W10/22, B60W10/04, B60T8/00, G06F17/00, B60G21/10, B60W10/00, B62D37/00, B60W10/20|
|Cooperative Classification||B60W10/20, B60T2260/08, B60W10/22, B60T8/1755, B62D6/003|
|European Classification||B62D6/00D2, B60W10/22, B60T8/1755, B60W10/20|
|Jun 13, 2005||AS||Assignment|
Owner name: ROBERT BOSCH GMBH, GERMANY
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNORS:LOHNER, HERBERT;TRAECHTLER, ANSGAR;FUTTERER, SYLVIA;AND OTHERS;REEL/FRAME:016689/0001;SIGNING DATES FROM 20050511 TO 20050523
|Jul 11, 2011||REMI||Maintenance fee reminder mailed|
|Dec 4, 2011||LAPS||Lapse for failure to pay maintenance fees|
|Jan 24, 2012||FP||Expired due to failure to pay maintenance fee|
Effective date: 20111204